JP3410676B2 - Radial tires for heavy loads - Google Patents
Radial tires for heavy loadsInfo
- Publication number
- JP3410676B2 JP3410676B2 JP12600699A JP12600699A JP3410676B2 JP 3410676 B2 JP3410676 B2 JP 3410676B2 JP 12600699 A JP12600699 A JP 12600699A JP 12600699 A JP12600699 A JP 12600699A JP 3410676 B2 JP3410676 B2 JP 3410676B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- bead
- folded
- main body
- carcass
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Tires In General (AREA)
Description
【0001】[0001]
【発明の属する技術分野】本発明は、ビード部の耐久性
を向上しうる重荷重用ラジアルタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heavy load radial tire capable of improving the durability of a bead portion.
【0002】[0002]
【従来の技術】例えばトラック、バス用の重荷重用ラジ
アルタイヤは、通常、図4に示すようなビード部aの構
造を具えている。該ビード部aは、ビードコアdの周り
をタイヤ軸方向内側から外側に向けて折り返した1枚の
カーカスプライbからなるカーカスcと、断面略U字状
をなし、このカーカスcを前記ビードコアdの周りで包
むように配されたコード補強層eなどを具えている。こ
のような重荷重用タイヤは、高内圧、高荷重の下で使用
されるため、前記カーカスプライbには、通常スチール
コードが採用される。2. Description of the Related Art A heavy-duty radial tire for trucks and buses, for example, usually has a structure of a bead portion a as shown in FIG. The bead portion a has a carcass c composed of a single carcass ply b folded back from the inner side in the tire axial direction to the outer side around the bead core d, and has a substantially U-shaped cross section. It is provided with a cord reinforcing layer e arranged so as to be wrapped around it. Since such a heavy load tire is used under a high internal pressure and a high load, a steel cord is usually adopted for the carcass ply b.
【0003】ところが重荷重用タイヤには、走行中の大
きな負荷荷重、横力等が作用することにより、該ビード
部aが、タイヤ軸方向外方にせり出すように変形し、こ
の際にビード部aの曲げニュートラルラインnより外側
に位置するカーカスプライbの折返し部b1には、大き
な圧縮力が繰り返し作用してしまう。この結果、カーカ
スプライbの折返し部b1では、例えばゴムとの接着力
が低いスチールコードの切断端などが周囲のゴムと少し
づつ剥離し、このような剥離が起点となってカーカスプ
ライbの折返し部b1全体がゴムから剥離するルース、
セパレーションなどの損傷が発生しやすいものである。
またビードエーペックスゴムfの外端では、ビード部の
曲げ剛性の変化が急激となり易いため、カーカスプライ
bのこの部分にも歪が集中してカーカスコードのルース
やコード折れなども生じやすいものであった。However, when a heavy load is applied to the heavy-duty tire during running, lateral force, etc., the bead portion a is deformed so as to extend outward in the axial direction of the tire. A large compressive force is repeatedly applied to the folded-back portion b1 of the carcass ply b located outside the bending neutral line n. As a result, at the folded-back portion b1 of the carcass ply b, for example, a cut end of a steel cord having a low adhesive force with rubber is peeled off from surrounding rubber little by little, and such peeling serves as a starting point to turn back the carcass ply b. Loose that the whole part b1 peels from rubber,
Damage such as separation easily occurs.
Further, at the outer end of the bead apex rubber f, the bending rigidity of the bead portion is apt to change rapidly, so that the strain is concentrated also in this portion of the carcass ply b, and the looseness of the carcass cord or the cord is easily broken. It was
【0004】従来、このような損傷に対しては、硬質の
ビードエーペックスfのゴム量を増加することや、前記
コード補強層eの枚数を増加するなどにより、ビード部
aの曲げ剛性を高めることが主体的に行われてきた。Conventionally, with respect to such damage, the bending rigidity of the bead portion a is increased by increasing the rubber amount of the hard bead apex f and increasing the number of the cord reinforcing layers e. Has been done independently.
【0005】[0005]
【発明が解決しようとする課題】しかしながら、上述の
ような対策では、ビード部aのゴム量の増加に起因し
て、走行中の歪による発熱が大きく、特にビードエーペ
ックスゴムfのゴム量を増したときには、前記発熱の増
大に加えて、折返し部b1及び各コード補強層eが前記
ニュトラルラインnからさらに軸方向外側に離れ易くな
るために、作用する圧縮応力が逆に上昇するときもあ
り、ビード部aの耐久性の向上を十分に期待しうるもの
ではない。However, in the above-mentioned measures, the amount of rubber in the bead portion a is increased, so that the heat generated by the strain during running is large, and particularly the amount of the bead apex rubber f is increased. In this case, in addition to the increase in heat generation, the folded-back portion b1 and each cord reinforcing layer e are more easily separated from the neutral line n to the outer side in the axial direction, so that the compressive stress acting may be increased. However, improvement in durability of the bead portion a cannot be expected sufficiently.
【0006】そこで本件出願人は、例えば特許第278
1542号公報などにより、例えば図5に示すようなビ
ード部aを具える重荷重用ラジアルタイヤを提案してい
る。この提案では、ビード部aにおいて、ビードコアd
の周りをタイヤ軸方向内側から外側に折り返したカーカ
スプライbを具えており、ビードコアd間を跨る本体部
b2において、ビードエーペックスゴムfと隣接する隣
接領域xを実質的に直線で形成することを特徴事項の一
つとしている。このような重荷重用ラジアルタイヤで
は、荷重が負荷された際にカーカスcが外側へせり出す
のを効果的に抑制し、ビード部aの変形量を低減してそ
の耐久性を高めている。Therefore, the applicant of the present invention is, for example, Japanese Patent No. 278.
For example, Japanese Patent No. 1542 discloses a heavy-duty radial tire having a bead portion a as shown in FIG. In this proposal, in the bead portion a, the bead core d
A carcass ply b that is folded back from the inner side in the tire axial direction to the outer side, and in the main body part b2 that straddles between the bead cores d, the adjoining region x adjacent to the bead apex rubber f is formed in a substantially straight line. It is one of the features. In such a heavy-duty radial tire, the carcass c is effectively suppressed from protruding outward when a load is applied, the deformation amount of the bead portion a is reduced, and the durability thereof is enhanced.
【0007】本発明者らは、さらに種々の実験を試みた
ところ、カーカスプライbのビードエーペックスゴムf
と隣接する隣接領域の形状をさらに適切に規制すること
などにより、重荷重用ラジアルタイヤについてより一層
ビード部の耐久性を向上しうることを見出し本発明を完
成させるに至った。以上のように、本発明は、ビード部
におけるカーカスプライのプロファイルなどを改善する
ことを基本として、ビード部の耐久性をさらに向上しう
る重荷重用ラジアルタイヤを提供することを目的として
いる。The inventors of the present invention have further tried various experiments and found that the bead apex rubber f of the carcass ply b is f.
The inventors have found that the durability of the bead portion of the heavy-duty radial tire can be further improved by appropriately controlling the shape of the adjacent region adjacent to, and have completed the present invention. As described above, an object of the present invention is to provide a heavy-load radial tire that can further improve the durability of the bead portion, based on improving the profile of the carcass ply in the bead portion.
【0008】[0008]
【課題を解決するための手段】前記目的を達成するため
に、本発明のうち請求項1記載の発明は、トレッド部か
らサイドウォール部をへてビード部のビードコアに至る
本体部に前記ビードコアでタイヤ軸方向内側から外側に
折り返す折返し部を一体に設け、かつスチールのカーカ
スコードをタイヤ赤道に対して70〜90°の角度で傾
けて配列したカーカスプライを有するカーカスを具えた
重荷重用ラジアルタイヤであって、前記ビード部は、ビ
ードコアからタイヤ半径方向外側に先細状でのびるビー
ドエーペックスゴムを具えるとともに、タイヤを正規リ
ムにリム組みしかつ正規内圧を充填した正規状態のタイ
ヤ子午線断面において、前記本体部は、該本体部が前記
ビードエーペックスゴムに隣接する本体部の隣接領域
に、タイヤ軸方向外側に凸で湾曲しかつ曲率半径Raが
90〜200mmの実質的な円弧で形成された本体部外湾
曲域を有し、かつ前記折返し部は、該折返し部が前記ビ
ードエーペックスゴムに隣接する折返し部の隣接領域
に、タイヤ軸方向内側に凸で湾曲しかつ曲率半径Rbが
15〜35mmの実質的な円弧で形成される折返し部内湾
曲域を有し、しかも前記本体部と折返し部とは、前記本
体部外湾曲域と折返し部内湾曲域とがタイヤ半径方向外
方で互いに近接しかつ近接した状態で連続して折返し部
終端までのびる近接域を具えることを特徴としている。In order to achieve the above object, the invention according to claim 1 of the present invention is characterized in that the bead core is provided in the main body portion from the tread portion to the side wall portion to the bead core of the bead portion. A heavy-duty radial tire equipped with a carcass having a carcass ply in which a folded-back portion that is folded back from the inner side to the outer side in the axial direction of the tire is integrally formed and steel carcass cords are arranged at an angle of 70 to 90 ° with respect to the tire equator. There, the bead portion comprises a bead apex rubber that extends in a tapered shape from the bead core to the tire radial direction outer side, and in a tire meridian section of a normal state in which the tire is assembled on a regular rim and filled with regular internal pressure, The main body is located outside the axial direction of the tire in a region adjacent to the main body where the main body is adjacent to the bead apex rubber. Has a body outer curve region that is convexly curved and has a radius of curvature Ra of a substantially circular arc having a radius of curvature of 90 to 200 mm, and the folded portion has a folded portion adjacent to the bead apex rubber. In a region adjacent to the curved portion inwardly of the tire in the axial direction of the tire and having a radius of curvature Rb formed by a substantially arc having a radius of curvature of 15 to 35 mm, and the body portion and the folded portion are It is characterized in that the main body outer curved region and the folded-back inward curved region are adjacent to each other outward in the tire radial direction and have a proximity region continuously extending to the end of the folded-back portion in a state of being in close proximity to each other.
【0009】本発明では、このような構成が一体となっ
て、カーカスプライの折返し部などで生じがちであった
セパレーションを長期に亘って抑制できビード部の耐久
性を向上させる。In the present invention, such a structure is integrated, and the separation that tends to occur at the folded portion of the carcass ply can be suppressed for a long period of time, and the durability of the bead portion is improved.
【0010】また前記近接域は、例えば該近接域に沿っ
た長さが35〜70mmであることが望ましい。また近接
域は、該近接域の前記本体部のカーカスコードと前記折
返し部のカーカスコードとの間のコード間距離tが該カ
ーカスコードの直径Dの0.15〜4.5倍であること
が望ましい。Further, it is desirable that the proximity area has a length of 35 to 70 mm along the proximity area. Further, in the proximity region, the cord distance t between the carcass cord of the main body portion and the carcass cord of the folded portion in the proximity region is 0.15 to 4.5 times the diameter D of the carcass cord. desirable.
【0011】なお本明細書において用いる定義は次の通
りである。先ず「正規リム」とは、タイヤが基づいてい
る規格を含む規格体系において、当該規格がタイヤ毎に
定めるリムであり、例えばJATMAであれば正規リ
ム、TRAであれば "Design Rim" 、 或いはETRT
Oであれば "Measuring Rim"である。また、「正規内
圧」とは、タイヤが基づいている規格を含む規格体系に
おいて、各規格がタイヤ毎に定めている空気圧であり、
JATMAであれば最高空気圧、TRAであれば表 "TI
RE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURE
S" に記載の最大値、ETRTOであれば "INFLATION P
RESSURE" とする。The definitions used in this specification are as follows. First, the "regular rim" is a rim that is defined for each tire in the standard system including the standard on which the tire is based. For example, JATMA is a regular rim, TRA is "Design Rim", or ETRT.
If it is O, it is "Measuring Rim". Further, "regular internal pressure" is an air pressure that each standard defines for each tire in a standard system including standards on which the tire is based,
Maximum air pressure for JATMA, table for TRA "TI
RE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURE
If it is the maximum value described in "S" or ETRTO, "INFLATION P"
RESSURE ".
【0012】[0012]
【発明の実施の形態】以下本発明の実施の一形態を図面
に基づき説明する。図1は、重荷重用ラジアルタイヤ
(以下、単に「タイヤ」ということがある。)1が、正
規リムJにリム組されかつ正規内圧を充填した無負荷の
正規状態でのタイヤ子午線断面を示し、図2にはそのビ
ード部の部分拡大図を示している。BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a tire meridian cross section in a normal state of a heavy load radial tire (hereinafter, simply referred to as “tire”) 1 in a normal state in which a regular rim J is rim-assembled and a regular internal pressure is filled, FIG. 2 shows a partially enlarged view of the bead portion.
【0013】図において、タイヤ1は、トレッド部2
と、その両端からタイヤ半径方向内方にのびる一対のサ
イドウォール部3と、各サイドウォール部3の内方端に
位置するビード部4とを有し、前記各ビード部4に埋設
されたビードコア5間をトロイド状で跨るカーカス6
と、このカーカス6の半径方向外側かつトレッド部2の
内方に配されたベルト層7とを具えている。また本実施
形態のタイヤ1は、チューブレスタイプであって、正規
リムJが15゜深底リムであるものを示している。In the figure, a tire 1 has a tread portion 2
And a pair of sidewall portions 3 extending inward in the tire radial direction from both ends thereof, and a bead portion 4 located at an inner end of each sidewall portion 3, and a bead core embedded in each bead portion 4 Carcass 6 straddling 5 between toroids
And a belt layer 7 arranged on the outer side of the carcass 6 in the radial direction and on the inner side of the tread portion 2. The tire 1 of the present embodiment is a tubeless type tire, and the regular rim J is a 15 ° deep rim.
【0014】前記カーカス6は、トレッド部2からサイ
ドウォール部3をへてビード部4のビードコア5に至る
本体部6aと、この本体部6aに連なりかつ前記ビード
コア5の廻りをタイヤ軸方向内側から外側に折り返した
折返し部6bとを具える1枚のカーカスプライ6Aで形
成される。またカーカスプライ6Aは、スチールのカー
カスコード6c(図3に示す)をタイヤ赤道Cに対して
75〜90度の角度で傾けて配列したラジアル構造のコ
ード配列体をトッピングゴムで被覆することにより形成
され、このような1枚のスチールコードカーカスプライ
は、タイヤの軽量化と高剛性化を両立させる。The carcass 6 has a main body portion 6a extending from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, and a body portion 6a connected to the main body portion 6a and around the bead core 5 from the inner side in the tire axial direction. It is formed of one carcass ply 6A having a folded-back portion 6b folded back to the outside. The carcass ply 6A is formed by coating a radial carcass cord 6c (shown in FIG. 3) inclining with respect to the tire equator C at an angle of 75 to 90 degrees with a topping rubber. Thus, such one steel cord carcass ply achieves both weight reduction and high rigidity of the tire.
【0015】また、前記カーカスプライ6Aの本体部6
aと折返し部6bとの間には、ビードコア5のタイヤ半
径方向の外面からからタイヤ半径方向外向きにのびるビ
ードエーペックスゴム9が満たされている。前記ビード
コア5は、例えば実質的に非伸張性のワイヤを多段、多
列にかつ渦巻き状に巻き重ねた環状体をなし、本例では
その横断面は、横方向を長寸とした偏平六角形状をなす
ものを例示しており、その底辺5aが、例えばタイヤ軸
方向線に対して略15゜の角度を有してリムシート面J
1(図1に示す)と同方向に傾いている。これによりビ
ード部4は、広範囲に亘って正規リムJとの嵌合力が得
られリム外れ等が抑制される。Further, the body portion 6 of the carcass ply 6A.
A bead apex rubber 9 extending outward from the outer surface of the bead core 5 in the tire radial direction is filled between a and the folded-back portion 6b. The bead core 5 is, for example, an annular body in which substantially inextensible wires are wound in multiple stages, in multiple rows, and in a spiral shape, and in this example, the cross section has a flat hexagonal shape having a long horizontal direction. Of the rim seat surface J with its bottom side 5a having an angle of about 15 ° with respect to the tire axial line, for example.
1 (shown in FIG. 1). As a result, the bead portion 4 obtains a fitting force with the regular rim J over a wide range, and rim disengagement is suppressed.
【0016】前記ビードエーペックスゴム9は、例えば
JISA硬度が例えば50〜99゜、より好ましくは6
0〜99゜の比較的硬質のゴム材から形成される。この
ビードエーペックスゴム9は、1種のゴム材から形成さ
れるものの他、柔、剛2種のゴム材料を組み合わせて形
成することもできる。また前記ビードエーペックスゴム
9のビードベースラインBLからの高さであるビードエ
ーペックス高さhaは、例えばタイヤ断面高さHの0.
05〜0.3倍、より好ましくは0.07〜0.15倍
の小高さであることが望ましい。The bead apex rubber 9 has, for example, a JIS A hardness of, for example, 50 to 99 °, more preferably 6
It is made of a relatively hard rubber material of 0 to 99 °. The bead apex rubber 9 may be formed of one type of rubber material, or may be formed of a combination of two types of soft and rigid rubber materials. The bead apex height ha, which is the height of the bead apex rubber 9 from the bead base line BL, is, for example, 0.
It is desirable that the height is 05 to 0.3 times, more preferably 0.07 to 0.15 times.
【0017】このビードエーペックス高さhaが、タイ
ヤ断面高さHの0.05倍未満になると、タイヤ製造が
困難になるとともに、ビード部4の曲げ剛性が相対的に
低下する傾向があるが、逆にビードエーペックス高さh
aがタイヤ断面高さHの0.3倍を超えると、そのゴム
量などが増すために発熱性に不利となって発熱耐久性を
低下させる傾向がある。If the bead apex height ha is less than 0.05 times the tire cross-sectional height H, it becomes difficult to manufacture the tire and the bending rigidity of the bead portion 4 tends to be relatively lowered. Conversely, the bead apex height h
When a exceeds 0.3 times the tire cross-section height H, the amount of rubber increases, which is disadvantageous in heat generation and tends to deteriorate heat generation durability.
【0018】前記ベルト層7は、本例では、カーカス6
側からトレッド面2Sに向かって順に配される第1、第
2、第3、第4のベルトプライ7A〜7Dの4枚から構
成されている。例えば第1のベルトプライ7Aは、ベル
トコードをタイヤ赤道Cに対して60〜70度程度の角
度で配列されるとともに、第2、第3、第4のベルトプ
ライ7B〜7Dは10〜25度程度の小角度でベルトコ
ードが配列されたプライである。なお本例では第2、第
3のベルトプライ7B、7C間でタイヤ赤道Cに対する
コードの傾斜方向が相違しており、これによってベルト
コードが三角形状で交わるトラス構造をなすことによ
り、ベルト層7の剛性を高め、強いタガ効果を有してト
レッド部2を補強しうる。なお各ベルトプライのコード
角度、枚数などは必要に応じて種々変更しうるのは言う
までもない。The belt layer 7 is a carcass 6 in this example.
The first, second, third, and fourth belt plies 7A to 7D are arranged in this order from the side toward the tread surface 2S. For example, the first belt ply 7A has the belt cords arranged at an angle of about 60 to 70 degrees with respect to the tire equator C, and the second, third, and fourth belt plies 7B to 7D have 10 to 25 degrees. It is a ply in which belt cords are arranged at a small angle. In this example, the inclination directions of the cords with respect to the tire equator C are different between the second and third belt plies 7B and 7C, so that the belt cords form a truss structure that intersects in a triangular shape. The rigidity of the tread portion 2 can be enhanced and a strong hoop effect can be obtained. Needless to say, the cord angle, the number of sheets, etc. of each belt ply can be variously changed as necessary.
【0019】そして本実施形態のタイヤ1は、正規リム
Jにリム組みしかつ正規内圧を充填した正規状態のタイ
ヤ子午線断面(図1、図2)において、前記カーカスプ
ライ6Aの本体部6aは、該本体部6aが前記ビードエ
ーペックスゴム9に隣接する本体部の隣接領域Xに、タ
イヤ軸方向外側に凸で湾曲しかつ曲率半径Raが90〜
200mmの実質的な円弧Caで形成された本体部外湾曲
部10を有している。なお、図2の点線は、従来の本体
部の輪郭線を示している。また、カーカスプライの折返
し部6bは、該折返し部6bが前記ビードエーペックス
ゴム9に隣接する折返し部の隣接領域Zに、タイヤ軸方
向内側に凸で湾曲しかつ曲率半径Rbが15〜35mmの
実質的な円弧Cbで形成された折返し部内湾曲域11を
有している。またビードエーペックスゴムは、これらの
本体部外湾曲部10、折返し部内湾曲域11に沿ったタ
イヤ軸方向の内面9i、外面9oを具えているものであ
る。In the tire 1 of this embodiment, in the tire meridian cross section (FIG. 1 and FIG. 2) in a normal state in which the tire is assembled to the regular rim J and filled with the regular internal pressure, the main body portion 6a of the carcass ply 6A is The body portion 6a is convexly curved outward in the tire axial direction in the adjacent region X of the body portion adjacent to the bead apex rubber 9, and the radius of curvature Ra is 90 to.
It has a main body outer curved portion 10 formed of a substantially circular arc Ca of 200 mm. The dotted line in FIG. 2 shows the outline of the conventional main body. In addition, the folded-back portion 6b of the carcass ply is substantially curved so that the folded-back portion 6b is convexly curved inward in the tire axial direction in the adjacent region Z of the folded-back portion adjacent to the bead apex rubber 9 and has a curvature radius Rb of 15 to 35 mm. It has a bending region 11 in the folded portion formed by a typical arc Cb. The bead apex rubber has an inner surface 9i and an outer surface 9o in the tire axial direction along the main body outer curve portion 10 and the folded-back inner curve region 11.
【0020】このようにカーカスプライ6Aの本体部6
a、折返し部6bのビードエーペックスゴム9との隣接
領域X、Zにおいて、その曲率半径Ra、Rbをともに
適切な範囲に限定することにより、荷重負荷による歪が
カーカスプライ6Aの前記各隣接領域X、Zの特定箇所
に集中することがなく、ビードエーペックスゴム9の高
さ方向に亘って全体にかつ均一に分散させることができ
る。このようにビード部4において歪を分散させること
によって、カーカスプライ6Aの折返し部6bでのセパ
レーション、ルースなどの損傷を長期に亘って抑制で
き、ビード部4の耐久性をより一層向上しうる。In this way, the body portion 6 of the carcass ply 6A is
a, in the adjoining regions X and Z of the folded portion 6b with the bead apex rubber 9, by limiting both the radii of curvature Ra and Rb to appropriate ranges, the strain due to the load is applied to the adjoining regions X of the carcass ply 6A. , Z without being concentrated in a specific position, and can be dispersed throughout the height of the bead apex rubber 9 uniformly. By dispersing the strain in the bead portion 4 in this way, it is possible to suppress damage such as separation and looseness at the folded portion 6b of the carcass ply 6A for a long period of time, and the durability of the bead portion 4 can be further improved.
【0021】ここで、前記本体部外湾曲域10の曲率半
径Raが、90mm未満の場合には、本体部外湾曲部10
の曲率が過度に大きくなり、カーカスプライ9Aの該本
体部外湾曲域10付近に歪が集中しやすくなる不具合が
あり、逆に200mmを超える場合にも本体部外湾曲域1
0の曲率が著しく小さくなって歪の分散化を促進し得な
い。同様に、前記折返し部内湾曲域11の曲率半径Rb
が、15mm未満になると、この折返し部内湾曲部11の
曲率が過度に大きくなって、この部分での歪の集中が生
じ折返し部6bのセパレーションなどを誘発しやすくな
り、逆に35mmを超えると該折返し部内湾曲域11の曲
率が過度に小さくなってビードエーペックスゴム9の外
端などで歪が集中しやすくなる。Here, when the radius of curvature Ra of the main body outer curve region 10 is less than 90 mm, the main body outer curve part 10 is curved.
Has a problem that the curvature becomes excessively large, and strain tends to be concentrated in the vicinity of the outer curving region 10 of the carcass ply 9A. Conversely, when the carcass ply 9A exceeds 200 mm, the outer curving region 1 of the main body 1
The curvature of 0 is extremely small, and the dispersion of strain cannot be promoted. Similarly, the radius of curvature Rb of the curved region 11 in the folded portion is
However, if it is less than 15 mm, the curvature of the curved portion 11 in the folded portion becomes excessively large, concentration of strain occurs in this portion, and it becomes easy to induce separation of the folded portion 6b. The curvature of the curved region 11 in the folded portion becomes excessively small, and the strain is likely to be concentrated at the outer end of the bead apex rubber 9.
【0022】このような観点より、前記本体部外湾曲域
10の曲率半径Raは、好ましくは100〜190mm、
より好ましくは150〜180mmとするのが好ましく、
また折返し部内湾曲部11の曲率半径Rbは、好ましく
は15〜30mm、より好ましくは15〜20mmとするの
が望ましい。また、曲率半径Ra、Rbの比(Ra/R
b)は、例えば3.3〜12.7、さらに好ましくは
7.5〜12.0程度が望ましい。From this point of view, the radius of curvature Ra of the main body outer curve region 10 is preferably 100 to 190 mm,
More preferably, it is preferably 150 to 180 mm,
The radius of curvature Rb of the curved portion 11 in the folded portion is preferably 15 to 30 mm, more preferably 15 to 20 mm. In addition, the ratio of the radii of curvature Ra and Rb (Ra / R
It is desirable that b) is, for example, 3.3 to 12.7, and more preferably 7.5 to 12.0.
【0023】また本実施形態のタイヤ1は、このような
本体部外湾曲域10、折返し部内湾曲域11により、ビ
ードエーペックスゴム9のタイヤ軸方向の内面9i、外
面9oがいずれも、各湾曲域10、11に沿って抉られ
た凹円弧状をなすため、該ビードエーペックスゴム9の
ゴム量が従来に比して大巾に低減し、発熱の過度の上昇
を効果的に抑制しうるとともに、ビードエーペックスゴ
ム9のタイヤ半径方向の剛性変化が非常に滑らかなもの
となり、ビード部4の歪の効果的な分散を図るのに役立
つ。Further, in the tire 1 of the present embodiment, due to the main body outer curve region 10 and the folded-back inner curve region 11, the inner surface 9i and the outer surface 9o of the bead apex rubber 9 in the tire axial direction are both curved regions. Since it forms a concave circular arc shape along 10 and 11, the rubber amount of the bead apex rubber 9 is greatly reduced compared to the conventional one, and an excessive rise in heat generation can be effectively suppressed, and The change in the rigidity of the bead apex rubber 9 in the tire radial direction becomes very smooth, which helps to effectively disperse the strain in the bead portion 4.
【0024】このような、本体部外湾曲域10の曲率半
径Ra、折返し部内湾曲域11の曲率半径Rbは、カー
カスプライ6Aのカーカスコードの中心線より実質的に
特定される。例えば前記曲率半径Ra、Rbは、正規状
態のタイヤのビード部4をCTスキャン等により撮像し
てカーカスプライのカーカスコード中心線を求めること
ができる。なお、各本体部の隣接領域X、折返し部の隣
接領域Zのカーカスプライの中心線が完全な円でない場
合には、該中心線との偏差の和が最小となる基準円弧を
定め、その曲率半径により特定することが可能である。The radius of curvature Ra of the outer curved region 10 of the main body portion and the radius of curvature Rb of the inner curved region 11 of the folded portion are substantially specified from the center line of the carcass cord of the carcass ply 6A. For example, with respect to the curvature radii Ra and Rb, the carcass cord center line of the carcass ply can be obtained by imaging the bead portion 4 of the tire in a normal state by CT scanning or the like. In addition, when the center line of the carcass ply in the adjacent region X of each main body portion and the adjacent region Z of the folded portion is not a perfect circle, a reference arc that minimizes the sum of deviations from the center line is determined, and its curvature is determined. It can be specified by the radius.
【0025】さらに本実施形態では、前記カーカスプラ
イ6Aの本体部6aと折返し部6bとは、前記本体部外
湾曲域10と折返し部内湾曲域11とがタイヤ半径方向
外方で互いに近接しており、かつ両者が近接した状態で
連続して折返し部6bの終端6tまでのびる近接域Yを
具えている。このため、折返し部6bを従来に比してタ
イヤ軸方向内側、すなわちビード部の曲げニュートラル
ラインよりもタイヤ軸方向内側に位置させることが可能
となり、該折返し部6bに大きな圧縮荷重が作用するの
を効果的に抑制できる。このような構成は、本例の如
く、ビードコア5の廻りなどに配されていた従来のコー
ド補強層を不要とするのに役立つ。Further, in the present embodiment, the body portion 6a and the folded portion 6b of the carcass ply 6A are such that the body portion outer curved region 10 and the folded portion inner curved region 11 are close to each other in the radial direction of the tire. In addition, it is provided with a proximity area Y that extends continuously to the terminal end 6t of the folded-back portion 6b in a state where the two are in proximity to each other. Therefore, it becomes possible to position the folded-back portion 6b inward in the tire axial direction, that is, inward in the tire axial direction with respect to the bending neutral line of the bead portion as compared with the conventional case, and a large compressive load acts on the folded-back portion 6b. Can be effectively suppressed. Such a configuration is useful for eliminating the need for the conventional cord reinforcing layer disposed around the bead core 5 as in this example.
【0026】また近接域Yは、該近接域Yに沿った長さ
Lが、例えば35〜70mmであるのがビード部4の曲げ
剛性と耐久性をバランス良く高めうる点で好ましい。な
お近接域Yの長さが、35mm未満では、ビード部4の曲
げ剛性が相対的に低下する傾向があり、逆に70mmを超
えると、曲げ剛性は向上するものの折返し部6bの外端
6tがサイドウォール部3の屈曲の激しい箇所に位置す
る傾向があり、折返し部6bの外端6tでのルースなど
を生じやすくなる。Further, the length L along the proximity region Y is preferably, for example, 35 to 70 mm in order to enhance the bending rigidity and durability of the bead portion 4 in a well-balanced manner. If the length of the proximity region Y is less than 35 mm, the bending rigidity of the bead portion 4 tends to be relatively decreased. On the contrary, if the length exceeds 70 mm, the bending rigidity is improved, but the outer end 6t of the folded-back portion 6b is increased. The sidewall portion 3 tends to be located at a position where the bending is severe, and looseness or the like is likely to occur at the outer end 6t of the folded portion 6b.
【0027】また前記近接域Yは、例えば図1のA−A
断面である図3に示すごとく、該近接域Yの前記本体部
6aのカーカスコード6cと折返し部6bのカーカスコ
ード6cとの間のコード間距離tが、例えば該カーカス
コードの直径Dの0.15〜4.5倍程度であるのが好
ましい。このように、近接域Yにおいて、本体部6aと
折返し部6bのカーカスコード6cのコード間距離tを
規制することによって、カーカスコード6c、6c間に
作用するせん断力を効果的に緩和することが可能とな
り、より一層ビード部4の耐久性を向上させることが可
能になる。The proximity area Y is, for example, AA in FIG.
As shown in FIG. 3, which is a cross-section, the inter-cord distance t between the carcass cord 6c of the main body portion 6a and the carcass cord 6c of the folded portion 6b in the proximity region Y is, for example, 0. It is preferably about 15 to 4.5 times. In this way, by controlling the inter-cord distance t between the carcass cords 6c of the main body portion 6a and the folded portion 6b in the proximity region Y, the shearing force acting between the carcass cords 6c, 6c can be effectively relaxed. Therefore, the durability of the bead portion 4 can be further improved.
【0028】なお前記コード間距離tが、前記カーカス
コードの直径Dの0.15倍未満であると、カーカスコ
ード6c、6c間に生じるせん断力の緩和効果が不十分
となり、また時にカーカスコード6c同士が部分的に接
触するおそれがありコードルースなどの原因にもなりか
ねない。またコード間距離tが、カーカスコードの直径
Dの4.5倍を超えると、折返し部6bがビード部4の
曲げニュートラルラインの外側に位置しやすくなり、圧
縮荷重の作用を受けやすくなるため好ましくない。この
ような観点より、前記近接域での本体部6aのカーカス
コード6cと折返し部6bのカーカスコード6cとの間
のコード間距離tは、カーカスコード径Dの好ましくは
2.0〜4.2倍、より好ましくは2.8〜4.0倍と
するのが望ましい。If the cord-to-cord distance t is less than 0.15 times the diameter D of the carcass cord, the effect of relaxing the shearing force generated between the carcass cords 6c and 6c becomes insufficient, and sometimes the carcass cord 6c. There is a risk of partial contact between them, which may cause cord looseness. When the cord-to-cord distance t exceeds 4.5 times the diameter D of the carcass cord, the folded portion 6b is likely to be located outside the bending neutral line of the bead portion 4 and is easily subjected to the action of a compressive load, which is preferable. Absent. From such a viewpoint, the inter-cord distance t between the carcass cord 6c of the main body portion 6a and the carcass cord 6c of the folded portion 6b in the proximity region is preferably 2.0 to 4.2 of the carcass cord diameter D. It is desirable to set it to double, more preferably 2.8 to 4.0 times.
【0029】なお前記カーカスプライの本体部6aと折
返し部6bのカーカスコード間には、本例ではカーカス
プライのトッピングゴムと略等しい硬度のクッションゴ
ム層12を別途設けたものを例示しているが、これに限
定されることなく、例えばカーカスプライ6Aのトッピ
ングゴムであっても構わない。In this example, a cushion rubber layer 12 having substantially the same hardness as the topping rubber of the carcass ply is separately provided between the carcass cords of the carcass ply body 6a and the folded portion 6b. However, the topping rubber of the carcass ply 6A is not limited thereto, and may be, for example.
【0030】本実施形態の本体部6aは、本体部の隣接
領域Xをタイヤ半径方向の外側に前記曲率半径Raから
なる円弧Caで形成された円弧部分13を具えている。
本例では、ビードベースラインBLからの高さhcが、
タイヤ断面高さHの0.15〜0.35倍として形成さ
れたものが例示される。このような円弧部分13を、本
体部6aの隣接域Xの外側にも形成しておくことによ
り、より広範囲で歪の分散を図りうる点で好ましい。な
お前記円弧部分13のタイヤ半径方向外方には、タイヤ
軸方向内側に凸となる円弧部分14を形成することがで
きる。The main body 6a of the present embodiment has an arc portion 13 formed by an arc Ca having the radius of curvature Ra on the outer side in the tire radial direction in the adjacent area X of the main body.
In this example, the height hc from the bead baseline BL is
The thing formed as 0.15-0.35 times the tire cross-sectional height H is illustrated. It is preferable to form such an arc portion 13 also outside the adjacent region X of the main body portion 6a in that the strain can be dispersed in a wider range. It should be noted that an arc portion 14 that is convex inward in the tire axial direction can be formed on the outer side of the arc portion 13 in the tire radial direction.
【0031】また、本体部6aはこのような輪郭以外に
も、例えば前記本体部外湾曲部10のタイヤ半径方向外
側に、タイヤ軸方向外側に凸となる円弧が連続して形成
されるものでも良く、また本体部6aは、本体部外湾曲
域10の外端にタイヤ軸方向内側に凸となる円弧を連ね
ても良いなど、本発明は種々の態様にて実施しうる。In addition to such a contour, the main body 6a may be one in which an arc which is convex outward in the tire axial direction is continuously formed on the outer side in the tire radial direction of the outer curved portion 10 of the main body. The present invention can be implemented in various modes. For example, the main body portion 6a may have an outer end of the main body outer curve region 10 connected with an arc that is convex inward in the tire axial direction.
【0032】[0032]
【実施例】タイヤサイズが11R22.5 14PR
(チューブレスタイヤ)でありかつ図1に示す構成を有
する重荷重用ラジアルタイヤについて、表1による仕様
によって試作するとともに、各供試タイヤについてビー
ド耐久テストを行いそれぞれの性能を比較した。ビード
耐久性テストは、タイヤを正規リム(22.5×8.2
5)、内圧(8.00kgf/cm2 )、荷重(9000kg
f)の条件の基で回転ドラム試験機上を速度20km/h
で走行させ、ビード部が損傷するまでの時間を測定し
た。なお規格上、350時間以上が合格である。テスト
の結果を表1に示すが、実施例のタイヤは、ビード部の
耐久性を大幅に向上していることが確認できた。[Example] Tire size is 11R22.5 14PR
A heavy-duty radial tire that is a (tubeless tire) and has the configuration shown in FIG. 1 was prototyped according to the specifications shown in Table 1, and a bead durability test was performed on each test tire to compare the respective performances. For the bead durability test, tires are tested with regular rims (22.5 x 8.2).
5), the internal pressure (8.00kgf / cm 2), a load (9000 kg
Speed of 20km / h on the rotating drum tester under the condition of f)
And the time until the bead portion was damaged was measured. According to the standard, 350 hours or more are acceptable. The results of the test are shown in Table 1, and it was confirmed that the tires of the examples greatly improved the durability of the bead portion.
【0033】[0033]
【表1】 [Table 1]
【0034】[0034]
【発明の効果】以上説明したように、本発明の重荷重用
ラジアルタイヤは、タイヤ重量などを増加させることな
く、ビード部での歪の分散を図り、ビード部の耐久性を
より一層向上しうる。As described above, the heavy duty radial tire of the present invention can disperse the strain in the bead portion and further improve the durability of the bead portion without increasing the tire weight or the like. .
【図1】本発明の一実施例を示すタイヤ右半分の断面図
である。FIG. 1 is a sectional view of a right half of a tire showing an embodiment of the present invention.
【図2】そのビード部を拡大して示す断面図である。FIG. 2 is an enlarged sectional view showing a bead portion thereof.
【図3】図1のA−A部分断面図である。3 is a partial cross-sectional view taken along the line AA of FIG.
【図4】従来タイヤのビード部の構造を例示する断面図
である。FIG. 4 is a cross-sectional view illustrating the structure of a bead portion of a conventional tire.
【図5】従来タイヤのビード部の構造を例示する断面図
である。FIG. 5 is a cross-sectional view illustrating the structure of a bead portion of a conventional tire.
2 トレッド部 3 サイドウォール部 4 ビード部 5 ビードコア 6 カーカス 6A カーカスプライ 6a カーカスプライの本体部 6b カーカスプライの折返し部 7 ベルト層 9 ビードエーペックスゴム 10 本体部外湾曲域 11 折返し部内湾曲域 2 tread section 3 Side wall part 4 bead section 5 bead core 6 carcass 6A carcass ply 6a Carcass ply body 6b Carcass ply turns 7 Belt layer 9 bead apex rubber 10 Main body outside curve area 11 Curved area in the folded part
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7,DB名) B60C 15/00,15/06,9/08 ─────────────────────────────────────────────────── ─── Continuation of front page (58) Fields surveyed (Int.Cl. 7 , DB name) B60C 15 / 00,15 / 06,9 / 08
Claims (3)
ード部のビードコアに至る本体部に前記ビードコアでタ
イヤ軸方向内側から外側に折り返す折返し部を一体に設
け、かつスチールのカーカスコードをタイヤ赤道に対し
て70〜90°の角度で傾けて配列したカーカスプライ
を有するカーカスを具えた重荷重用ラジアルタイヤであ
って、 前記ビード部は、ビードコアからタイヤ半径方向外側に
先細状でのびるビードエーペックスゴムを具えるととも
に、 タイヤを正規リムにリム組みしかつ正規内圧を充填した
正規状態のタイヤ子午線断面において、 前記本体部は、該本体部が前記ビードエーペックスゴム
に隣接する本体部の隣接領域に、タイヤ軸方向外側に凸
で湾曲しかつ曲率半径Raが90〜200mmの実質的な
円弧で形成された本体部外湾曲域を有し、 かつ前記折返し部は、該折返し部が前記ビードエーペッ
クスゴムに隣接する折返し部の隣接領域に、タイヤ軸方
向内側に凸で湾曲しかつ曲率半径Rbが15〜35mmの
実質的な円弧で形成される折返し部内湾曲域を有し、 しかも前記本体部と折返し部とは、前記本体部外湾曲域
と折返し部内湾曲域とがタイヤ半径方向外方で互いに近
接しかつ近接した状態で連続して折返し部終端までのび
る近接域を具えることを特徴とする重荷重用ラジアルタ
イヤ。1. A body portion extending from a tread portion to a bead core of a bead portion from a tread portion to a bead core is integrally provided with a folding portion that is folded back from the tire axial direction inner side to the outer side in the bead core, and a steel carcass cord is provided on a tire equator. A radial tire for heavy load, comprising a carcass having carcass plies arranged at an angle of 70 to 90 ° with respect to each other, wherein the bead portion comprises a bead apex rubber tapering outward from a bead core in a tire radial direction. In addition, in the tire meridian cross section of the normal state in which the tire is assembled on the regular rim and filled with the regular internal pressure, the main body portion has a tire shaft in a region adjacent to the main body portion where the main body portion is adjacent to the bead apex rubber. Main body curved outwardly in the direction of curvature and having a substantially circular arc with a radius of curvature Ra of 90 to 200 mm The bent portion has an outside curved region, and the bent portion is in a region adjacent to the bent portion where the bent portion is adjacent to the bead apex rubber, is convexly curved in the tire axial direction, and has a curvature radius Rb of 15 to 35 mm. It has a bending area in the folded portion formed by a substantially arc, and the body portion and the folded portion are such that the outer bending area of the body portion and the bending area in the folded portion are close to and close to each other in the radial direction of the tire. Radial tire for heavy loads, characterized in that it has a proximity area that continuously extends to the end of the folded portion in the state of being.
5〜70mmである請求項1記載の重荷重用ラジアルタイ
ヤ。2. The proximity region has a length of 3 along the proximity region.
The heavy duty radial tire according to claim 1, which has a length of 5 to 70 mm.
ドと前記折返し部のカーカスコードとの間のコード間距
離tが該カーカスコードの直径Dの0.15〜4.5倍
である請求項1又は2記載の重荷重用ラジアルタイヤ。3. The inter-cord distance t between the carcass cord of the main body portion and the carcass cord of the folded portion is 0.15 to 4.5 times the diameter D of the carcass cord in the adjacent area. Item 1. The heavy duty radial tire according to Item 1 or 2.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP12600699A JP3410676B2 (en) | 1999-05-06 | 1999-05-06 | Radial tires for heavy loads |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP12600699A JP3410676B2 (en) | 1999-05-06 | 1999-05-06 | Radial tires for heavy loads |
Publications (2)
Publication Number | Publication Date |
---|---|
JP2000313210A JP2000313210A (en) | 2000-11-14 |
JP3410676B2 true JP3410676B2 (en) | 2003-05-26 |
Family
ID=14924404
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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JP12600699A Expired - Fee Related JP3410676B2 (en) | 1999-05-06 | 1999-05-06 | Radial tires for heavy loads |
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Families Citing this family (4)
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AU2005246931B2 (en) * | 2004-12-30 | 2011-03-24 | The Goodyear Tire & Rubber Company | Pneumatic tire with high turnup, locked bead construction |
US9487051B2 (en) * | 2011-02-24 | 2016-11-08 | Bridgestone Corporation | Pneumatic radial tire |
JP5887338B2 (en) * | 2011-03-04 | 2016-03-16 | 株式会社ブリヂストン | Pneumatic tire |
JP2018052310A (en) * | 2016-09-29 | 2018-04-05 | 東洋ゴム工業株式会社 | Heavy load tire |
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JP2899198B2 (en) * | 1993-11-19 | 1999-06-02 | 住友ゴム工業株式会社 | High speed heavy duty tire |
JP2724291B2 (en) * | 1995-06-29 | 1998-03-09 | 住友ゴム工業株式会社 | Heavy duty tire |
JP2781542B2 (en) * | 1995-06-19 | 1998-07-30 | 住友ゴム工業株式会社 | Radial tires for heavy loads |
JP3005190B2 (en) * | 1996-03-26 | 2000-01-31 | 住友ゴム工業株式会社 | Pneumatic tire |
JP2863510B2 (en) * | 1997-04-30 | 1999-03-03 | 住友ゴム工業株式会社 | Radial tires for heavy loads |
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